2016 cars

The Ford Focus RS may be the best small car in the world. Yes, I said it. But the “best” definition can be a tricky one to use as there are multiple categories to consider, i.e., quality, reliability, efficiency, and performance, among others.

For the sake of this argument, we’ll look at what matters most to hardcore small car enthusiasts and that would be performance. This is where the Focus RS outperforms the Volkswagen Golf R and the Subaru WRX STI, small all-wheel drive models with turbocharged engines.

I’ve driven all three, was impressed with each one, but after my week with the Focus RS I can say that the segment has a new leader. No, the Mitsubishi Lancer Evolution (EVO) doesn’t warrant a mention here as this model was last built in 2015 (you can still buy a “new” one if you want). That said, the 303-hp EVO would probably come closest to knocking off the RS in the all-important 0-60 mph time. But, when it comes to drifting, the RS is the undisputed winner.

2016 Ford Focus RS

My test 2016 Ford Focus RS arrived in mid-December and several weeks after the 2017s rolled out. Procuring a performance model from Ford can take a lot of work — it took me the better part of the year to get the Mustang GT and I don’t suppose I’ll see the Ford Raptor until late next year. Getting a 2016 RS was no big deal as this all-new model arrived stateside just this past spring.

The Focus RS follows a long line of performance models built by Ford Europe, but now marketed under the broader Ford Performance umbrella. Until the current-generation Focus was released in 2011, our hopes here in North America for ever seeing a model like this one were thwarted as the small cars Ford sold in Europe were not the same as the ones offered in North America.

Fortunately, that all began to change in 2008 when the company’s “One Ford” initiative was launched, ensuring that we had a fighting chance of seeing something like the RS (while Europe finally got the Mustang).

Making a Case for the Focus RS

So, what’s the big deal about the Focus RS? Quite frankly, it represents everything enthusiasts wanted Ford to bring to the market for a number of years.

Yes, the Focus ST is a desirable model in its own right and with its personal list of praiseworthy competitors, including the Honda Civic Si, Volkswagen GTI, and the Subaru WRX (not STI), but it never was intended as the signature model. The ST has done its job and went one step further: it built a case for a high-performance model.

We knew the Focus RS in its current form was eventually going to happen because Ford has had small car performance on the docket since the Escort RS1600 was introduced in 1970.

It wasn’t until 2002 that a Focus RS model rolled out (Mk1) followed by the Mk2 seven years later. Although both powerful models in their own right, the front-wheel drive layouts were simply not enough. A turbocharged four cylinder paired with a six-speed manual gearbox were a given — but how would Ford add all-wheel drive?

Internal AWD, Not Haldex

In developing the Focus RS, Ford could just as easily turned to Haldex to supply all-wheel drive. But, the automaker has relied on its own AWD system for years, starting with the Ford Fusion and Lincoln MKZ sedans, followed by the Ford Edge and Lincoln MKX crossovers. Ten years of internal building and the expanded application of the same has paid off. Besides, why import parts from overseas when it is cheaper to build domestically? That’s a plan President-elect Trump would like.

For the Focus RS, the Ford Performance All-Wheel Drive with Dynamic Torque Vectoring Control system utilizes a pair of clutch packs on each side of the rear drive unit. Tasked with managing the hatchback’s front to rear torque split, the system also distributes torque from side-to-side on the rear axle. This so-called “torque vectoring” capability enhances handling and cornering stability, important attributes for a performance car.

The AWD system sends up to 70 percent of torque to the rear axle with up to 100 percent of that available torque sent to either wheel. Steering angle inputs send messages to the system to distribute maximum torque to the outside wheel. Understeer is nearly imperceptible and superior lateral acceleration is possible — what combine to imbue much driver confidence on the track and when operating in drift mode.

Exterior and Interior Highlights

In designing the Focus RS, Ford Performance could have substituted body panels and other parts with carbon fiber and with an eye toward lightweighting, but they did not. Instead, much of the exterior is the same, but with important front and rear fascia changes among the modifications made.

Up front, you’ll find a larger grille opening along with a pair of air vents covered in motorsport-style mesh. The lighting system is top notch with Ford going with Bi-Xenon headlamps with cornering lights, signature LED lights, and fog lamps.

In the rear, the big difference there is the spoiler — a wing-like appendage with RS debossing is present. It is the biggest honking spoiler we’ve seen yet on a Focus besides various aftermarket offerings.

Inside, the Focus RS offers leather seats — firmly bolstered Recaro bucket seats are up front and a 60-40 split-folding bench seat is in the second row. Who wants to bet the seat will see little action except for those times when you plan to use drift mode with your friends begging to ride along? Well, skip the added weight — simply fold the seat down to expand the 19.9 cubic feet of standard storage space.

Other important features found inside include unique vehicle instrumentation, containing a three-display information center on top of the dashboard — readouts for turbocharger boost pressure, oil temperature, and oil pressure. You’ll find SYNC 3 telematics, USB connections and what matters most — a six-speed manual shifter.

Under the Hood

350-350. These two numbers are everything to the Focus RS. Specifically, this scorching hot hatch is powered by a 2.3-liter turbocharged four-cylinder engine making 350 horsepower and 350 pound-feet of torque, easily beating anything else in the segment.

Paired only with a six-speed manual gearbox, the Focus RS places the emphasis on performance above everything else — you can’t find an automatic transmission — regular or dual-clutch — anywhere. Just the manual gearbox. And that’s fine for devotees.

If the aluminum head and block engine sound familiar to you, it should: the Ford Mustang uses it, but in the Focus RS it sits transversely, has a more powerful turbocharger, and benefits from special tuning. Direct injection and an integrated exhaust manifold are present too, enabling this compact performance car to chew up and spit out pavement. Yes, that’s an exaggeration, but the Focus RS is designed to amaze and does so at all times.

On the Road

You can operate the Focus RS in tame mode and that would be the default normal setting as you cruise around your neighborhood. But once you pull away from populated areas, the RS begs to be unleashed.

Here, you’ll move quickly out of sport mode if you aren’t there already. Take note of the changes in steering response, the all-wheel-drive setup, exhaust note, and the engine tuning. I stayed in this mode nearly the entire time — why be normal?

Track mode makes for an interesting proposition as stability control is shut off and the dampers seem to vanish. This means if you drive the Focus RS on anything other than the track, be prepared for a kidney-jostling experience. Bumpety-bump you shall go and the feeling is an odd one. At the same time, the all-around firmest settings are ideal for the track.

Drift mode is an outlier here as no other production car offers one. Here, the dampers and steering return to the normal settings, while everything else stays in sport mode. The all-wheel-drive system shifts to “drift” mode and this is where the tail of your blistering hot hatch is destined to pull out. How Ford managed to include this mode without risking the ire of insurers and regulators alike is a mystery. It is a nod to what ardent enthusiasts are doing anyway, so why not help them by making AWD cooperate?

My first jaunt with the Focus RS had me scratching my head. Notably, while operating in Sport mode, I discovered the front outside wheel would pull out on twisty roads, seeming to move the car to the centerline. But it didn’t take me long to realize that the amount of torque sent and the rate that it is sent changes not just between modes, but hundreds of times per second. What seemed as an oddity at first became apparent for what it really was — torque vectoring. Depending on the road you take, the angle of the car and the rise and fall of that same road, the sensation I experienced may reveal itself to you. After that, I got used to how the RS’ AWD system works and confidently drove for the next week enjoying its full capabilities.

Ford claims a 4.6-second 0-60 mph time and I’m not about to dispute that. Activate launch mode and wait for the upshift light to appear and you’re on your way. Sub-5 second times are not difficult to achieve without launch mode — you just need to make quick work of the clutch and shifter to get there — in my experience, you’ll barely hit third gear as you cross 60 mph.

Parting Thoughts

The Ford Focus RS checks off all the marks for a high-performance compact hatchback. The Recaro seats will keep you planted even as you drift. Clutch uptake and gear shifting are as smooth as they come, making for an altogether thoroughly enjoyable driving experience.

As for plunking down $40K to buy one, there won’t be too many takers. There just never is.

Notably, some shoppers may become nervous as they realize they’ll need to invest in track tires, perhaps even a set of winter tires if they live in snow country. At this point, your price has pushed well into the $40s where well-equipped Mustang GTs roam. Your dilemma here is whether to go with the blue oval’s performance leader or choose the niche model. That decision won’t be an easy one for some because the RS’ all-wheel-drive system and drift capabilities may simply be too difficult to resist.

Available permanent all-wheel drive gives the VW Tiguan an important edge.

Taking delivery of an outgoing model year vehicle is always a bit of a challenge. On the one hand, customers are looking for information about the very latest model. On the other hand, if the differences between the two are minimal — as I soon discovered with the 2016 Volkswagen Tiguan — then just getting the opportunity to drive one is all that’s needed.

That said, my test subject 2016 Volkswagen Tiguan R-Line model is now called a 2017 Tiguan Sport. The same renaming transition took place for the SE as it has been replaced by the Wolfsburg edition. Yes, there are a few trim differences, but essentially they’re the same grades, but with new names.

The 2016 Tiguan is offered in S, SE, R-Line, Sport, and SEL trims. One powertrain combination is available: a 2.0-liter, turbocharged four-cylinder gasoline engine is paired with a six-speed automatic transmission. This engine makes 200 horsepower and 207 pound-feet of torque.

The front-wheel-drive model makes an EPA-estimated 21 mpg in the city and 26 mpg on the highway. The all-wheel-drive version comes in at 20 mpg in the city and 26 mpg on the highway. This model takes premium gasoline.

TIGer + igUANa = TIGUAN

Certainly, the Tiguan name isn’t one that easily rolls off the tongue. Pronounced TIG-wohn, the name is not quite a portmanteau of two words, rather it is a unique melding of the same. Take half a tiger and half an iguana and you have the whole of a tiguan. To explain its naming convention, Volkswagen ran a clever ad a few years back — you can find it on YouTube.

Nine years is a long time to stay with a model before bringing the next-generation vehicle to the market. Introduced to US consumers in 2009, the first-generation model is coming to an end — the second-generation Tiguan arrives sometime next year.

In the meantime, consumers shouldn’t automatically rule out the Tiguan and for the following very good reasons:

1. Turbo + 4MOTION = Awesome — Not all Tiguan models are all-wheel drive, but those that are provide this handling advantage all the time. In other words, power is sent to all four wheels at all times — not just when the system “thinks” you need it. The advantage translates to reliable traction delivered when you need it, supplying drivers with an important safety advantage. Of course, if you live where snow is not common, sticking with front-wheel drive may be best. But never underestimate the advantage AWD provides on twisty roads and slick surfaces. You don’t need to live in snow country to want that edge.

2. A proven model — Yes, nine years is a long time to market a vehicle, but there is an advantage that shouldn’t be easily dismissed: you have a proven model to consider. Importantly, the Tiguan hasn’t been without its share of updates and refreshes — in 2012 the Tiguan received an exterior styling refresh. Specifically, new equipment was added to the SEL line and fuel economy was improved. By 2013, all models were outfitted with a leather-trimmed steering wheel. In 2014, Volkswagen introduced its new Car-Net telematics service. A rearview camera, five-inch touchscreen, and an iPod cable were added in 2015. For 2016, keyless entry, push-button start, upgraded upholstery and heated front seats were made standard. Looking ahead to 2017, the 6.3-inch screen is now standard as is HD and satellite radio plus the Car-Net App. Car-Net rolled out in 2014 and includes the usual telematic features.

3. Incentives are strong — As we come to the end of a calendar year, Volkswagen has become very aggressive and is offering incentives that are hard to beat or ignore. Through Jan. 3, 2017, Volkswagen is running its “Sign, Then Drive Event.” What’s significant about this offer is that if you lease most models and certain trims, you won’t be putting cash down, including a security deposit or the first month’s payment. Further, no other upfront cash is required other than the tax, title, and dealer fees. If you prefer to finance, highly qualified customers will pay 0.9-percent for 60 months. Both national offers are outstanding.

Making Room for the Tiguan

If there is a disadvantage with the Tiguan, it has everything to do with its size. Yes, it does seat five. But it does so with a wheelbase that is at least two inches shorter than such competitors as the Nissan Rogue, Toyota RAV4, and the Honda CR-V. Further, its overall length falls six to 10 inches shorter than the competition. Thus, there is a bit less legroom in the second row. Moreover, the storage space measures just 23.8 cubic feet or 56.1 cubic feet with the rear seat folded. Compare these numbers to the Ford Escape (34.3 and 67.8 cubic feet, respectively) and that’s one area of concern that may be hard for some consumers to overcome.

Where the Tiguan shines is in the quality of materials used as well as with its fit and finish. Especially as you move up through the trim levels you’ll find leather touches and equipment befitting a premium model. As far as the interior, it is well ordered, clean, and consistent. The same as the outside and everything you would expect in a Volkswagen. Notably, the front seats are firm and supportive — and just as comfortable as the seats found in some luxury models.

At the same time, this model lacks the “wow” factor you would expect. Blame its aged design in part for a lack of needle-moving style or the cutting-edge technologies some other models provide (although this writer was pleased with the Car-Net App). In any case, there is only so much you can do for an SUV rolled out in another generation.

On the Road

Where the Volkswagen Tiguan shines is on the road, especially when equipped with all-wheel drive — same as our test model. The VW 4MOTION all-wheel-drive system is permanent and that means it is always at work. To explain things simply, instead of kicking in when you need it, the system sends torque to the front and rear wheels under all driving conditions.

Some people find 4MOTION light to the touch and lacking the dynamics you’d expect with such a system. That’s a fair assessment. At the same time, handling is nimble and the suspension system does a stellar job in absorbing impacts. You’ll feel in complete control at all times.

Another strong suit is this model’s off-the-mark acceleration. Stomp the accelerator and the Tiguan pushes forward. Yes, a turbo is at work and the expected lag is apparent. Fortunately, it isn’t a show stopper and that means pushing up to highway speeds is effortless. When desiring passing power, the turbo responds, delivering a decisive kick to help you pass.

Looking Ahead

Volkswagen is in the midst of an overhaul, due in part to the turbo-diesel scandal, which has cost the automaker billions of dollars and at a loss of much goodwill. Consequently, the automaker has effectively abandoned the diesel market in the US, choosing to concentrate on improving its current models, adding new product, and investing its resources in vehicle electrification.

Speaking of new models, a three-row Volkswagen Altas model debuts next year, likely just after the second-generation Tiguan rolls out. An all-new Touareg won’t be far behind and that means by 2019 Volkswagen will have three SUV choices for consumers.

Parting Thoughts

As for the model at hand, the Tiguan is clearly outpaced by more updated models. Its one-choice powertrain puts it at a disadvantage too — for instance, the Ford Escape offers three choices. That said, what seems to be helping this model right now is the deep, seasonal incentives as no other manufacturer is offering anything like a “sign and drive” event. That said, Toyota and Honda sell eight times as many RAV4s and CR-Vs, demonstrating that an all-new model can only help Volkswagen get noticed.